First Drive: 2017 Mercedes-Benz E-Class

The freshly redesigned E-Class packs a boatload of new technology – much of it more advanced than the S-Class

by
Graeme Fletcher | March 8, 2016

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LISBON, PORTUGAL – The Mercedes-Benz E-Class is now in its 10th generation. The distance it has travelled since its launch is remarkable — the latest car takes technology to an entirely new level, one that even manages to eclipse the range-topping S-Class.

The list of what’s new stretches from an interior ambient lighting system — at the driver’s choosing, it bathes the cabin is a subtle aura in one of 64 colours — and a driver assist system designed to keep the car in the lane by actively steering it and maintaining a set distance behind the car ahead. It is a one touch set; on the highway, I took my hands off the wheel and it happily steered for the better part of a minute before getting annoyed and flashing the “hold the wheel” symbol.

Then there’s the automated braking system; among other things, it looks for other vehicles closing from the left or right when approaching an intersection. If the system deems an intersection crunch is likely, it warns the driver and automatically stops the car if no action is taken. This is part of the Intelligent Drive package.

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

The cabin represents an equally big departure, as it takes the level of customization to a place it has never been. Two massive 12.3-inch screens dominate the dashboard — the net effect is the two look like one. The first, which is optional, delivers all of the driving information virtually. The customization has Classic (black and white), Sport (orange) and Progressive (blue) formats. Within each, it is then possible to mix and match — ditch the tachometer in favour of the map, put the radio, phone or fuel economy information between the dials, and on it goes.

The second screen looks after the navigation and infotainment system. It too is customizable and splits into thirds. Put the navigation in the small section and the infotainment, phone, media, connectivity, apps or vehicle settings in the other – or put one function in the entire screen, it’s your choice. If this is not quite enough information, there’s even an available head-up display.

Accessing the lot is through the Comand infotainment system’s touch-sensitive controller or buttons on the steering wheel, all of which recognize swipe and click gestures, and operate like mini-mice. Of course, the E-Class also has voice recognition and the rest of the car comes together with two superb front seats that include, on the up-level pews, a hot-rock massage function. It is swanky – and then some.

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The rear riders fare equally well, earning more legroom thanks to a 65-millimetre stretch in the wheelbase. The optional 40/20/40-split/folding rear seats then add versatility to the generous 540-litre trunk.

Where things get serious is the level is the manner in which the drive characteristics can be customized — Eco, Comfort, Sport, Sport+ and Individual modes alter everything from the throttle response and shift timing, to the adapting the new (optional) Air Body Control suspension and its adaptive dampers. The air springs have the ability to self-level and change the ride height — lifted by 15 millimetres to increase ground clearance and lowered to reduce drag and improve stability at higher speeds. This setup worked equally well in very divergent settings.

In Sport+, it allowed the E-Class to be pushed to the edge on the twisty back roads north of Lisbon. Body roll was limited and the steering quick to respond. This mode also introduces a seductive backfiring burble as the engine rev matched on a downshift. Conversely, hit the highway, set the suspenders in Comfort, and the E-Class wafted along, masking road imperfections nicely. It is a sorted setup.

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

2017 Mercedes-Benz E-Class

Graeme Fletcher, Driving

Also new is the powertrain lineup. The base E300 uses a 2.0-litre turbocharged four-cylinder engine that makes 241 horsepower and, more importantly, 273 lb.-ft. of torque at a low 1,300 rpm. This is enough for most eventualities; it moves off the line with authority and builds speed nicely in through the midrange.

The better choice is the up-level twin-turbocharged 3.0-litre V6 found under the hood of the E400. It makes 329 horsepower and a rewarding 354 lb.-ft. of torque, which brings a much more urgent work ethic to the drive. It runs from rest to 100 km/h in 5.3 seconds, pulling hard and fast in spite of the car’s full-size dimensions.

Both engines arrive with a nine-speed automatic and Mercedes’ 4Matic all-wheel-drive system. The transmission is a neat box that does not suffer from indecision, as is the case with some other nine-speeds. This boils down to the strategy — three performance gears, three mid-range gears and three levels of overdrive. As such it maximizes performance while keeping an active eye on economy — it also routinely saw ninth gear, which is another rarity. Conversely, it was quick to downshift when the gas was matted to pass a slower vehicle.

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The other model up for test was the E350e plug-in hybrid. It blends the 2.0-litre turbo-four with an electric motor and a 6.4 kWh battery. The combination delivers a net system output of 282 horsepower and 406 lb.-ft. of torque, a rest-to-100 km/h run of 6.2 seconds and an electric-only driving range of 30+ kilometres.

The 2017 E-Class takes great strides forward in all areas; it is a technical sophisticate with ample power, proving it can be both a city clicker and a back road demon at the same time. Looking forward, expect to see a couple of AMG models – including the mighty E63 – along with a diesel and a wagon. These models will add yet more meat to the lineup.

Pricing is to be announced, but the E300 arrives in June, followed by the E400 in September.

Track tested, all-wheel ready

To prove the new E-Class is more than a boulevardier, the company unleashed the E400 on the Circuito Estolil racetrack just outside Lisbon. This 4.182-kilometre speedway is technically demanding — from the esses to the Parabolica Ayrton Senna and the topography, it’s a tough drive. Add a sprinkle of rain and you have a serious playground.

In the beginning, it felt like the car was being driven on ball bearings, but the E’s composure started to show the harder it was pushed. Through the esses, the E400 pulled with more tenacity than expected; tromp on the gas at the apex and ride this puppy towards the Parabolica.

Helping lay the power down was the E400’s 4Matic all-wheel drive system, which splits the drive 45/55 per cent front/rear; this balanced approach handled the wet track surprisingly well. It really was a three-lap yeehaw session. Although the brakes were not pushed to the maximum because of the slick nature of the Circuito, I was impressed by the lack of fade. In the end, the test proved the E-Class is an all-weather driving champ.